Electric brake



Nov. 15, 1927.

H. KARL ELECTRIC BRAKE Filed'April 8. 1924 3 Sheets-Sheet l Nev. 15, 192?.

ELECTRI C BRAKE KARL.

Filed April 8. 1824 3 Sheets-Sheet2 Nov. 15, 1927.

H. KARL ELECTRIC BRAKE.

Filed April 8- 1924 3 Sheets-Sheet 5 cut out from the ele Patented Nov. 15, 1927.

n 2 r JAMIE.

HEINRICH KARL, Cr JERSEY CITY, new JERSEY.

ELECTRIC BRAKE.

Application filed April 8,

My invention relates to that class of brakes which are operated by means of electricity. To insure safety this invention ,lS so designed that at the failure of the vsource of electric energy or when the circuit conductors are out when they are otherwise unfit for the conductance of the electric current,the liralzes will he applied. The device is designed for the normally closed circuit while the normally open circuit would be unsafe with the constructions of the devices oi? this invention. h

The chiet aim in making this'invention has been to create a more simplified brake :t'or trains, especially when compared with the air-hrahe or the electro-pneuinatic brake, now extensively in use, and one which in operation is very economical, and yet very reliable and eiliective; and which can be employed on steamor electrically-propelled trains, and as well on trolley-cars and even on certain other vehicles which do not travel on rails.

For the sake of simplicity I show the novice only in connection with railroad trains. i

The main feature of this electric brake is that it worlrs directly: that is to say, the electric current serves for operating the hrahe; while, for instance, with the electropneinnatic brake the electric current serves chiefly for operating air-pu1nps which rendcrs the whole apparatus far more complicated. A further advantage is that the operating current does not need to be generated hy separate generators operated by special meters or expensive power, likestearn, electricity, etc. I show, however, a n1 ilication in which the current from the th wail or from a trolley wire can he used. iurther is that the braking" action will he it'orin throughout the whole train.

when coi cared with the airzor because electricity is more rapid than air, and the brakes thercicre respond cuiel y to the impulse of the electric current than to that of compressed air. Anofil'nu' more feature Oii this inventionis the eniplo ment of means which permit the smallest Iii of electric energy for obtaining the complete or partial retraction of the V s; and further this electric brake is so desie ned that the hralre-shoes will be applied to the wheel-treads whenever the current is i device which is 0}- eratinq the brake-shoes, be it through short- 1924, "serial No. 705,148.

circuiting, or lack of current, or carnage to the electric conductors involved. Still an othcrnovel feature of the invention is the arrangement which permits the use o'leither an elcctroanagnet or an electric motor in connection with the brakes. More' advantag-es will be pointed out in the following.

trio conductors, or in the absence of current in the third-rail or trolley-wire. This arrangement tor lt'urnishng the necessary energy for the electric brake is not so economical as those arrangements which are shown in Figures 6, 7, 8 and 9. v y a Fig. 2 shows from above the extendible lever in the type of the electric brake shown in Fig. 1. a Fig". 3 shows a modification of the electric hralze in which three electro-inagnets areemployed for attracting a common armature, and wherein the arrangement of the lever and of the rods which are in connection with he brake-shoes differ from those of the type of brake shown in Fig. 1.

Fig. l shows from above the arrangement oi? the electric brake of the modification of Fig. wherein that part of the car body which is situated above the trucks is removed: in this view the trucks are shown as when the car is traversing a sharp curve, so

that the position otthc main rod is seen as.

it appears when th C car png at a curve.

Fig. 5 shows a detail which may be employed in the electric hrake'showu in Fig. 3. This detail represents an arrangement of a lever which is operated by an electric motor instead of by electro-inag ncts, shown in Fig. v i v Fig. 6 shows a pair of wheels of a railroad car truck whose axle serves for driving an endless helt, whiclnagain, servestor operatinc; a generator to thereby furnish the neces sary electric energy used for holding the brakes incomplete or partial retraction. lhe electric connections are represented diagrammatically, and show a relay which will be energized when the generator furnishes sui'li cient energy for holding the brakes in retracted position, while otherwise the electric current of a storage battery will be employed for this purpose; the electromagnets which in Fig. 3 are shown in side view are shown in front view-in Fig. 6. An indication of an automatic control device, and of the engineers switch are also made in this figure.

Fig. 7 shows the arrangement of the electrio brakes of a train of four units wherein three of these units have generators which are driven in a manner similar to that shown in Fig. (i, and the electric motors or electromagnets of the electric brake are so electrically connected with the generators that they will be subjectto control by the switch in the engineers cab on the first train unit, and they will be subject also to automatic control for which certain devices employed, which, however, form part of another patent application whose Serial Number is 31%,588, filed July 31, 1919, or of still another patent application Whose Serial Number is M9,? 15, that was filed January 6, 1920. On the first unit the place is indicatedon which this automatic control device should be located; there is shown also a storage battery which is fed automatically whenever too small an amount of energy is contained therein; while the generators on the several train units serve to furnish. the electric current ior the electric brake when the train is in suilicient motion: the storage battery serves to furnish the electric current for the electric brakes when the train halts.

Fig. 8 shows a somewhat different arrangement of the electric connections on a train composed o't several units: on this train there are also generators and electric brakes arranged similarly to those shown in Fig. 7 but the electric connections are so made that the electric motor orelectro-magnet of a train unit will receive the electric energy for its operation only from the generator of the same train unit; or, when the train halts, or moves only slowly, the electric current for operating the electric brahe will be furnished by a storage battery, and this shift will be made automatically.

Fig. 9 shows also a t 'ain with several units of which each has its electric brake (though, on the first unit, the electric motor is not shown for lack of space), which, as in Figs. 7 and S is only represented by a electro-magnet or an electric motor, but unlike the arrangements of Figs. 7 and 8 the electric current generated by the generators of all, or onlycertain of the train units will serve only for charging the storage batteries which are provided on the train, and arrangements are made whereby the electric current will be conducted automatically to reserve storage batteries when there is a suliicient amount of current stored in one of the batteries: the current oi. the storage batteries being used tor operating the electric brakes.

Fig. 10 shows an arrangen'ient of the engineers switch wherein on one side of the commutator the contacts are separated from each other so that each may be connected,

with one wire only, which, again, is connected with the corresponding contact of a certain train unit, as, for instance, that shown in Fig. 8, and on the other side of the commutator the contacts are shown as electrical- 1y connected by the wires which are connected to a single wire so thatthis wire can be connected with an automatic control dc vice, and additional conductors connected to said automatic control device as well as to all electric motors or electro-magnets of the electric brakes, as shown in Fig. 8.

Fig. 11 shows a modification of the switch of Fig. 10 wherein, unlike the arrangement of the switch of Fig. 10, the contacts on the right side of the commutator are not electrio-ally connected together by wires, but each is connected only by a separate wire which is so connected to a certain electric motor or electro-magnet of an electric brake of a cer tain train unit that the circuit in which said electric motor or electro-magnet as well as the generator of that particular train unit is included will be closed when the cominutw tor contact 01 the two corresponding coir tacts causes an electric connection between them. The electric brakes with this wiring arrangement may also be subject to automatic control.

Fig. 12 shows an electroanagnet (solenoid) with a plunger which, unlike those of the Figures 1 and 3, is secured vertically to the under side of the car body, whercliiy the plunger is directly connected to the lever 1 1 of Fig. 3 or to the part 11 oi Fig. 1 in such a manner as to be able to raise or lower this lever, 01' the part 10 of Fig. 1, when the solenoid becomes energized or tie-energized respectively.

Fig. 13 shows the main rod oi the electric brake of Fig. so arranged as to operate directly the tnlcrmncd lever which, in the arrangements on modern railroad \tlllttltid, is the [irst part which is connected with the rod ot the brake valve. It is shown that the electric brake ol' the present invention can he installed on such rolling stock as already equipped with the rods and brakes ot the air-ln'ake.

Referring to Fig. 1, the elcctro-niagnct 1 which is secured to the under side oi the coach or car body of a railroad vehicle is provided with an armature 2 which is linked at 3. At the lower part 4: of the armature 2 a chain or rod 5 is linked and also linked to the shank 6 oi the balance scaletherewith 1 Flu aerate? like part 7. To the other shank 8 thereof a rod 9 linked and also linked to the tanshaped part 10 at the corner 11. This fanshaped part 10 is divided into an upper and a lower part, of which the former is designated by 10, while the lower part is designated by 10. The part 10 is provided with a slot 13 which begins at 11 and holds the direction midway of the corners 12 and 13 of the part 10. The part 10", however, may also have a similar slot which should correspond with the slot 13. lnthe space between the tan-:ha-ped part 10 and 10 a lever 14 is arranged and is provided with a nut 15 at its end which is so adjusted that the same can move in the slot 13. When the railroad vehicle is not traversing a curve the nut15 is situated at the end 13 of the slot 13, and consequently the lever 14 will be in the position shown in Fig. 2. The purpose of the slot and tl1eshape;oi the parts 10", 10 will appear subsequently.

At the other end 16 the lever 1 1 pivoted to a part 17 that is rigidly united with the truck-frame 25. Below the pivot 18 the end-part 16 of the lever 14 torrns a cam 19 which is provided with teeth 20 which engage with the teeth of a pinion 21. This pinion 21 is rigidly united with theshatt which latter reaches from a point which is in the vertical plane of the outer face of the right wheel to a point in the vertical plane of the outer face 01 the left wheel, and on the same level as the wheel-axle. The teeth of the pinion 21 engage with the teeth of a toothed rack 23, which is i'gid ly united with a part which again, is rigidly united with the truclrframe 25. According to the drawing of Fig. 1 and Fig. 2 the rapl: 23 and consequently the pinion 21 of the cam 19 of the lever 14 are arranged in the middle of the shaft 22; these parts, however, could as well be arranged somewhat nearer to the one or to the other otthe ends 01 the shaft 22.

At points between the ends of the shaft 22 and its middle part are arranged hearings 2W 26 against which thrust the springs 27 and 28 respectively. The springs 27 and 28 are screwed or otherwise suitably held to the part Bot-h ends oi the shaft 22 are inserted in bearings of the tic-parts 2%)", 29" respectively. Each 01 these tie-parts has a slot 29 which serves as guide for a pivot 30 which is united with an extension which forms part of the brake-shoe 31. In the guide 29 is also arranged a spring 29 which is so positioned that it will exertpressure upon the pivot 30 and thereby hold the brake-shoe toward the left. This spring 29 however, is far weaker than one of the springs 27, 28; it simply serves to produce lighter braking pressures. The brake-shoe. 31 is, of course, so arranged that it faces the tread of the car-wheel 32. There are, there fore, two brake-shoes 31, oiwhich one faces the tread otthe' right whecl and theothcr the lett wheel 82 ofa pair with a common ar-ile. It is obvious, however, that more brake-shoes can be arranged on "the car, which by means of a combination'ot rods may be operated simultaneously with the brake-shoe; 31; in which case the main rod can be connected to the bearing 2 orto the bearing 26.

In the modification of Fig. 1 the electric current which energizes the electro-magnet 1 is picked up from the third-rail It is thereby shown that the railroad train of which the car that is part lly represented in Fig. 1 is an electricallypr0pclled one, wherein the electric Cil'ilellil which is conducted by the third-rail serves at the same time for partially or wholly retr ting the brake-shoes from the wheel-treads, Although it is more economical to employ the systems that are shown by Figures 3, or 7, or 8, (H19 which will be fully described hereinatter, it is of inportance toshow also such arrangementsas may prove to be useful in connection with trolley-cars or electricallypropelled trains, since such cars ortrains will he braked automatically should there not he electric current in the third-rail 33. Taking, for example, the situation in which a train may be travelling on a down grade and the third-rail"current should suddenly fail, the train, it not braked, would run wild and would risk disaster before the engineer aware of thesituation. v I Referring "to the [electric connections which areshown injFig. 1, the current will be generated the generator 34, and this generator is grounded at the other side of the generator has the following connections; wire 36, third-rail 33, contact-shoe 37,wire 38, then comes a substitute support device 39, which, however, is not a part of this invention, but forms part of my patent application Serial, No. 494,677 which was filed August 23, 1921; (this part is intro-j duced purposely in this invention to show the adaptability of the present invention for making such combinations) the following circuit connections then are wire 1-0, the .contactor 411 of the automatic speedreducing mechanism, the contact-ring 42 or contact field 43 of said mechanism, wire 44-, shaft 15, and the Contractor 46 of the automatic stopping mechanism, the contact ring 17 orsectional contact names of this mechanism (both the automatic stopping niechanisn'i and theautoinatic speed-reduclDU ing mechanism form a part of my applica tion for patent- Serial No. 652,531 which was filed J uly 19, 1923; or these mechanisms may form partof the patent-application Serial No. 349,715 which was tiled January 6, 1920, and of which Iain a co-applicant). These automatic control mechanisms may be substituted by others less standardized of which I am also a co-applicant. A description ofthese last mentioned automatic control devices is deemed not to be necessary. The next following electric connections of said cicuit are: the wire 19, contact in the engineers switch 51, some one of the contacts 52, 53, 54, 56, the respective wire which is connected thereto. The wires 57, 58, 59, are provided with resistances which are so chosen that the resistance in the wire 57 is the weakest, while that introduced in the wire 58 is somewhat strong er, that introduced in the wire 59 is still stronger and that in the wire 60 is the strongest. These wires are connected to a wire 61 which is also connected tothewinding of the electro-magnet 1. To the other end of thiswinding a wire 62 is connected which is grounded at 63.

Assuming that the engineer uses his switch 51 and interrupts the circuit just traced by contacting the switch-contactor with an insulation 51, the result will be that the electroinagnet 1 becomes de-energized, the strong springs 27 and 28 which have been compressed during the time the electro-mag net was energized do not encounter any appreciable resistance and press strongly against the bearings 26, 26 respectively,

whereby the shaft 22 together with the tieparts 29, 29 will be shifted to the left and the brake-shoes 31 thereby are pressed against the wheeltreads they are facin The weak spring 29 becomes compressed thereby. The pinion 21 which moves to the left forces the cam 19 to lower the lever 1 1, and consequentlyalso the parts 10, 10" are forced downward, whereby the balance seale-like part 7 takes the position which is indicated by the dotted lines, and the armature 2 which is not attracted by the solenoid 1 swings partly around its pivot 3 when the rod or chain 5 pulls at its lower part 4.

Assuming that the engineer places the contactor of his switch so as to contact with the contact field 56, the electric current which is allowedto pass through the resistance in the wire 60 will cause a light energizatiom-the lightest-of the electroinagnet 1, and consequently a light attraction of the armature 2 will be obtained, whereby the parts 10, 10 will be pulled up slightly by means of the part 7, and the lever 14- will cause the cam 19 to slightly turn the pinion 21 to the right, whereby the strong springs 27, 28 become slightly compressed; The, brake-shoes, however-pare not retracted thereby, because the spring 29, which became completely cpmpressed when the electro-magnet 1 was completely de-energized, can expand somewhat, and thereby exerts acertain pressure upon the pivot 30, whereby the brake-shoe is forced still to press against the wheel-tread which it faces,

although this pressure is not such a strong one as that produced when the strong springs 27, 28 are exerting their toll strength, and the electroariagnet 1 is completely de-energized.

If the engineer places the switch-centric tor so that it contacts with the hold 55, the somewhat stronger current will energize the electro-inagnet 1 in a greater degree, and

consequently will cause the brake-shoe 31 to be applied with a still lighter pressure than it will he when the contactor of the switch 51 is contacted with the contact field 56. It is shown therewith that the pressure of the brake-shoes against the wheel-treads by full lines. The spring 29ithcreliiy can fully expand and shift the pivot :30 as far as possible to the left, whereby, however, the brakeshoe 31 will not exert any pressure upon the wheel-tread which it faces.

It is obvious that by using the lever 1d much power can be saved and cini equently not so much electric current is neee ry for energizing the clectro-niagnct in such a dcgree that it attracts the armature in the desired manner than would be necessary when the electro-Inagnet had to attract the hearing 26 or 26 directly, or directly through its armature without the use of the part i and the lever 14 as well as the )arts 10 ,10 The parts 10 10 were given their par-tum lar shape for a certain purpose. namely to allow the lever 14 to be always in the same vertical plane in respect to the truck, also when the truck is traversing a curve. In this latter case the lever 1 L stunningly elongates itself and takes a different magic in respect to the parts 10 and 10", hut it si1nply shifts the nut 15, which is rigidly united with it at its end, further toward the end 13 of the slot 13, and that in a degree which corresponds with the degree of the curved line in which thetraclt is laid and also the angular degree which the lever 1 1i lakes in respect to the position of theparts iii". it) depends upon the curved lint hich [he curve of the track shows; and according to the direction of the curve of the trarlt, the angular position of the lever 1st in respect to the position of the parts 10, 10 will be to the right or to the left side, c

From the foregoing it is evident that the train will be stopped when no current carried in thethird-rail. To avoid the calamity which might result in such a casma reserve power source in the form of storage batteries iii giouiid 8.1.

(of which only one is shown) is provided on the train. and the current oi? these storage batteries can be switched in by means of the switch 66. Also for propelling the motors the current of these s orage batteries may be used, and the c i-c r-zuiuoctions which will illustrate thi'; will be traced sub-- sequently. 1

The current of the store: which is to serve for the bi, as follows: storage battery 65. (the wire 67 could be connect-ed directly with switch (56, but it is preferable to use a rela whereby only at the (le-cnerg'ization thereor the current ot the storage liiattery will be available tor use. both for the operation of the brakes and for the propelling oi the train), contact 68. armature (50, contact 70.

of the relay 71. wire 72, switch 06, wire 73,

wire 38 then follow again all those electric connections whichhave been traced wire 38 to the wire 62; to the i e 62 the wire 74 is connected which also con ed to the other side of the storage batte v For propelling the motors oi the train other electric connections are employed after part of the wire 38; and these are thetollowing: wire 7 which is connected to the wire 38, contact 70. contactor-part- '57, contact-part 78, (contact 76, contactorpart 77 and contact-part 78 are parts of the automatic control device), wire 79, the engineers switch80,- the electric. motors of the train (of which only one, 81, is shown),and

For propelling the train in case there is no current available in the third-raihthe tollowino' electric connections are to be e1n ploycd for propelling the inotors, at least until current from the third-rail (or trolleywire can be picked up: storage battery 65, wire 67. contact 68, armature 09 of the relay 71. contact 70, wire 72, switch 66 wire wire 75, contact '76, contactor-part 77. contact 78. wire 79. the engineefis switch 80. the train Inotors (of which'only one, 81, is shown), wire'84t, and storage battery 6%.

Referring to Fig. there is a widely diititerent arrangement shown. although electroniasz nets are also en'iployed. Inthis 1nodili cation there are three elcctro-niae'ncts (soles) 86, employed forattractiug a common arr true 87 they are secured to the unner side of the car body. Two of these solenoids (86. 86) have a curved shape, and the cores 88. 89 which are used in connection therewith are also curved to correspond with the shape of the'solenoid. In the view of 3 only one (86 of the curved solenoids is shown, while in the top view (Fig. 4) both are shown. There is also a balance-scale like device employed similarly to tl at shown in Fig. 1, but instead of being in connection with apart 10 the rod 9, which performs the same function as the rod 9 in Fig. 1, is

connected to the end of a lever 14 which differs chiefly from the lever 14 ofFig. 1 in that has no toothed cam at its pivoted end 89, but is provided with a 11001: 90 by means of which an extension 91 and therewith the llltlliO'i'OCl 92 with which said extension'is rig-idly united will be pushed to the right when the electroanagnets 86, 86 86 are suiiiciently energized. The brake-rod 92 which extends from a pointwhich is in the vertical plane of the turning point of one oi": the trucks of the railroad vehicle to a siinilar point which is in the vertical plane of the turning point of the other truck (see also Fig. 4;) is also providcdwith a disk-like extension 03, through the center of which it is passed, but rigidly united. At suitable placesthe brakca'od 92 is suspended by hangers 9i and 05, which are secured to the under side of the car body. 'lhelower end of the hanger 05 is formed as a disk-like part 96, siinilar in diameter to the part 93, but having a hole in its center through which the brake-rod is passed and niovably held therein. Between the dislr like part 93 and the parta strong coiled spring 97 is so arranged that it surrounds the brake-rod 92. The pivot of the lever is is rigidly united with the part 98, which, and strongly secured tothe under side of the car or coach body, so that it can withstand the strain which it must sustain when the lever 14: is swung partly around its pivot through the pull exerted by the lever 9 when the balance scale-like part 7 is operated by the armature 87 when this is at tracted by the energized electro-inagnets 86, 86, 86: hereby the brake-rod 92 will be pushed to the right and consequentlythe strong spring 97 becomes compressed to a more or less considerable degree in just the proportion in which the electro-niagnets are energized, whereby the spring 9 7 exerts a more or less'strong pressure upon the part 06, At 98 and 99 (see Fig. i) which are the ends of the brake-rod 92, pivots are providedas l'ulcruins to cross-bars 100, 100 Tothe ends of these crossbars 100, 100 are pivotedothorshort bars 101 to which, again, the lu'ahe-shoe holders 102 are pivoted. Bigidly united with thetruclz' is the brakeiraine 103 which is so arranged as to form the holdandsn aport and therefore also the pivots tor the levers 104;, 10 1, on which, again, are pivoted brake-shoe holders 105, which latter are held and operated by the levers 104., 10%. in a well-known manner. The levers 10 1, 104 are pivoted to a crossbar 105". and this crossbar105 is again fulcrunied to rods 106,106, which at their other end are pivotedin asuitable way to the crossbar 100. The rod 107 lS'flllClUlllGd at 108 with the extension 109 of the brakei'ranie 103,:1nd to the two ends of this rod 107 are pi' ro'ted the brake-shoeholders 102,

again is suitably 102 respectively. The arrangement of these 'rods which serve for the operation of the following these arrangements the brake-rod 92 when pushed to the right according to the view ofFig. 3 and also Fig. 4, will pull the brake-bar 100 tothe rightwhereby also the rods 106, 106 will'he similarly pushed to the right. If, however, the spring 97 has a chance to push the rod 92 to the left, then also the brake-bar 100, the rods 106, 106

will be pushed to the left and an application of the brake-shoes to the treads of the wheels will result, The application of the brakeshoes 111, which latter are held by the brakeshoe holders 102, 102, 105 results in a degree of pressure against the wheels which depends upon the degree of deenergization of the electro-magnets 86,.86, 86 To obtain a greater number of braking degrees, that is, of pressures of dillerent strengths, springs are arranged within the brakeshoe holders102, 102, 105 and are so aranged as to thrust against the rear face of the brake-shoes. The brake-shoes 111 themselves are provided with pins 112 which are passed through holes. in their respective brake-shoe holders. These pins 112 may be provided with nuts so as to prevent them from slipping out of the holes in the brakeshoe holders. The springs 110serve a similar purpose as the springs 29 in Fig. 1,

though they may be arranged in a somewhat diiferent manner from that shown in Fig. 1. To show that still other arrangements can be made for the operation ofthe brakes, I show in Fig. 13 a shorter brake-rod 92, and connect this red to the fulcrumed lever 114: whiclrma'y be similarly arranged as that usually employed in connection with the airhralte system. This fulcrumed lever is similar to that which in the air-brake system is connected with the rod of the brake-cylinder. It thus evident that also in connection with my electric brake the same numerous rod-airrangcinents can be adapted which serve in connection with the air-brake system. The brake-rod 92 of Fig. 13 will be operated in a similar way as the brake-rod 92 of Fig.3, and the difference betweenthese two brake-rods consists in that the brake-rod 92 of Fig. 13 is shorter than that of Fig. 3 and that the ends thereof are not connected to brake-rods 100. i H

lVhile in Figs. 1 and 3 the electro-magnet,

and the electro-n'iagnets respectively are so arranged as to operate first a balance scalelilre part,- like 7 or 7?, there s another arrangement possible which is shown in Fig.

ot a pair ot'whcels.

which is arranged on a shaft 122,

12, whereby the electro-niagnet 1" (solenoid) is so arranged as to permit the operation of a plunger 116, that is the rising and sinking thereof to various positions according to the degree of energization of the solenoid 1*. The plunger 110 which will then more in a vertical direction is at best provided with a ring 117 on its lower end, and the respective parts, either an extension or the part 10 of Fig. 1, or the lever let of Fig. 2-3 is passed through thering but so that it cannot slip out of it during its iq iward pull.

Instead of electro-inagnets an electric niotor could be employed which, as shown in shown in Fig. :3 arranged as follows: The electric motor 118 is suitably secured to the under side oil the car or coach body. The armature otthis electric motor is termed as a shaft 119 on one of its ends as usual, and

on this shaft 119 mounted a cogwhecl 121} whose teeth engage the teeth of another cogwheel 121, which might have a greater diaineter than the cogwheel 120. To the cogwheel 121 there is attached a pivot 122 and a rod 123 is pivoted thereto. The lower end ot the rod 123 is pivoted to the lever 14'', which fulfills the same function as the lever l t 01' Fig. 3, but, instead 01 having a hook, this lever 14* is provided with a cam 12% which is toothed on its lower segment shaped border. The teeth 125 01 this cam mesh with the teeth 126 ot the braked-ed 92, and this red 92 may have the connections as shown in Fig. 8, or it may be so arranged and formed as to suit the numerous brake: rod arrangements oi which only one is indicated in part in Fig. 13;

The :loregoing is the specific description of the hralre'ar'angemcnts on one of the units 01 the train oron some trolley-car,etc. However, for controlling all the brakes in unison from a certain place, as, for instance, in the engineers cab, certain circuit arrangements are necessary. y i

InFig. 1 I have shown already that the brakes an be operated by the electric current 01' the thirdrail, but one of the ohiet aims in this invention is also to show that the brakes can be operated lily electric current that is generated in a more eironuniieal way than that shown in F l. llor this purpose the Figs. (5, 7, t3 and 5) show arrangements wherein the electric :zurrent initially generated by generators which are driven by a moving part ot the train, such as the axle In Fig. (5 one of these arrangements is shown, whereby the endless belt 118 is led around a guide 11!) ot the axle and also around the pulley 121 which is connected with the armature oi the generator 123, and so arranged as to cause it to re volve. The generator 123 is a D. O. generator. So far the arrangement of the means for operating this generator is well lcnown.

Ila

] l Cl To the current collecting brush-124E is connectcd the wire 125 and the other. end of this wire is connected to a contact 126, one oi." the two lower ones ot the relay 127. An-

1, other wire 128 is connected to wire 125 and is provided with a resistance 129, and the other end of the wire 128 is connected to the w nding of the relay To the other ourrent-collecting brush 124: is connectedthe wire 130, which is also connected to the contact 131 (one of the two upper ones) of the relay 12'Z'. '50 the wire 130 is also connected the wire 132, which is also connected to the lower end of the winding of the relay 127, and therewith a circuit is created which energizes the relay 127, assuming that the generator being operated by the belt 118 through the revolving" axle 120. it sullicientcurrent generated to energize the relay 127 in 1 such a degree that the armature 133 will be att acted, the latter will then contact with the two upper contacts 131, 131, while in the dropped position the armature 133 will contact with the contacts 126, 126.

To the contact 131 connected thewire 134; which is also connected to the contact 1 11 oi the automatic control mechanism shownin Fig. 1 (in Fig. 6 the electric contacts 01" the automatic control mechanism i are not shown; they. are contained in the box designated by 135). The other electric connections of the automatic control mechanism which is contained in the 100x135 are the following, according to Fig. 1, whereof only numerals are recited: 1-2, 13, 161-, 15, 16, 47, 18; the wire 19 is identical with the Wire 4: 2" of Fig. 6. The next electrical connections are: the engineers switch 50, shown also in Fig. 1, but in a somewhat different form. This switch 50 may be one of the kinds shown either in Fig. or Fig. 11,, or of another suitable approved. type not specifically mentioned herein. To the respective contact in said switch which might be the contact 135 of Fig. 10 or the contact 136 oi. Fig. 11, the wire 137- is connected, and is also connected to one end of the winding of the electro-magnet 86. This electro-magnet 1, or the electric motor 118 of Fig. 5. the other end. of the windil'ig of this electro-magnet 86 is connected the wire 138, and this wire is again connected to the wire 125. Assuming thatthe relay 127 is su'tlicient-ly energize l to attract the armature 133, a circuit will be closed which has the following electric connections, designated here only by their numerals: 123, 124", 180, nu, 13:3, 131', 134, ii, 12, is, at, 4-5, 46, L7 or (the e ectricconnections alto d8 in elusive are not shown in Fig. 6, but in Fig; 1) so, 50', 137, es, 138, 125, 124. and 123.

i ssuming that the relay 127 is dc-energized, which happens when there is no current generated by the generator 123, when,

86 can as well be the electro-magnet 1 for instance, the train, etc., halts, or when not enough current is generated-.-tl1at is, when, said generator does not produce an ai'nount of energy. suflicient to energize the relay 127 through the resistance 129, the armature drops and connectsthe two contacts 126, 126 and thereby closes acircuit which includes a storage battery which then furnishes the current for the energization of the el'ectro-magnet 86. The electric connections then are as follows z. storage battery 65, wire 1 10, contact 126, relay armature 133, contact 126, wire 125, wire 138, winding of the electro-magnet- 86, wire 137, switch 50, wire et9' ,.-now followr the electric connections in the automaticcontrol mechanism which are shown only in Fig. 1, and these are here designated by the numer-. als 18 down to 11, thenfollows the wire 13 1, the wirelatl, and againthe storage battery 65*.

It: is thus shown that in generalthe storage battery 65 of Fig. 6 serves a purpose For charging this storageba-tt-ery 65 with the necessary energy which must be supplied by the generator 123, the ifollowingarrt ngement is made wherein a voltmeter 1 12 is employed, which, at the moment when an insufiicient amount of electric energy iscontaiued in the storage battery 65 automativ cally. connects a, circuitin which the generator 123 is included, and thereby sheets a charging otthe storage battery, continuing until the storage battery is provided with an abundant amount of electric energy, where at the voltmeter automatically makes again an electric disconnection with the electric motor 123. The electric connections with said voltmeter .142, theelectric motor 123 and the storage battery 65?, respectively,

areas follows: the wires 143 and 14 1. serve to influence the voltmeter by means of the current-of the storage battery 65 so that the hand 145 on this voltmeter indicates the correctamount of energy contained in this storage battery. This hand 1 15 must be insulated from the mechanism of the voltmeter, but is made of a current conducting material, as, for instance, copper, etc. On the dial oi the voltmeter there is a contact field l i6 so aranged that the] hand 1 15 contacts with said contact lield whencver an insufiicient amount 01 energy is contained in the storage battery 65% A wire 1%? is con nected to said contact field and to the wire 1 13 which, again, is in electric connection with the storage battery (55 through the wires13t and 14-1. To the hand 1 15) is connected a. wire 1 18 and this wire is again conconnection with the generator 123 by means of the following electric connections wire 14:0, wire M9, wire 13S, wire 125, collectorbrush 12 1, and generator 123. It s thus shown that a circuit is closed in which the generator 123 and the storage battery 65 is included, and the electric connections are herewith recited by mentioning only the numerals thereof 128, 124:, 130, 148, 1 15, 1&6, 147, 143, 134, 1e1,65, 1 10, 149, 138, 125, 124 and 128. i

With *the arrangement of Flg. 6 the economical system for providing energy for the operation of the brakes ot' a tra n ora trolley-ca r or other vehicle is shown 1n principle; The electric arrangen'ientsof Fig. may serve for instance, on a trolley-car while lo;- a train the electric arrangements may dc viate somewhat from those shown in Fig. 6, because more electric devices are required to be operated simultaneously than is the case with a single car as, for instance, on a trolley-line. i i i n In Fig. 7 it is shown that every one or the traiii units which are designated by a, L, c, (E, are provided with the electric hrake, oi which, for thesake of simplification, is shown only the electric device, which, on the units 6 and (Z are electricniotors, while the unit 0 is provided with an electro-magnet. The electricmeans oi the electric brake ot' the unit a, which is assumed to'be the engine in which theengineefls switch s situated, is not shown, inorder to avo d crowding in the d 'awing. It is also shown that the train units 6, c, and (Z are provided with a generator 1e23, and that there is arelay 127 on eyery unit and in connection with its respective generator 123.

On the unit (L there is a storage battery 150. and this storage battery serves the same purpose asthe storage battery/65 of Fig.6, and the charging 011 this storage battery is made automat cally inthe same way as has been explamed in connection with the storage battery of Fig. 6,'thc eleciric cin'incctions being only slightly dillerent from those shown in Fig. 6.

When the train which is represented in Fig. 7 is in motion the generators 123 are operated in a well-known manner, wh ch also has hcen eiiplained in connection with 1? ig. 6. If the train travels ata speed silt iicientlv 'last'to cause the generators 123 to gei'ierate suilicicnt' energy for energizing the relays 127, so that they completely attract their armatures, then acircuit s closed in which all the generators of the train are included, and the arrangement is such that all electric devices of the brakes, such as the electroanagnet of the unit 0 will be equally energized because they are all included in the same circuit, which will be sub ect to control by the engineer by meansot his switch or through the automatic control device 135.

Preferably, on the unit a there is also arranged the relay 127 which serves the same purpose as the relay 127 of Fig. 6, namely, the electric connection of the storage battery in a circuit in which the electric devices'oi the brakes are included and this circuit will be closed when the train is haiting, or moving but slowly.

The electric circuit which includes all the generators 123 of the train is as follows: The generator 123 of the unit (Z, wire 1553, contact 153, armature 15 1 and contact 155, wire 156, connecting part 1537', wire 158 of the unit (1; this wire 158 is mnnected to the wire 152 of the unit 0, and as the generator 123 of this unit 0 is connected by the wire 152,- the electric connections repeat themselves also on the unit I), because the electric connections on the units (Z, c, and Z) are all similar, only the potential of the current that passes through the connections 15?, 153, 154, 155, and 156 of the unit 6 is about three times as strong as the potential of. the current which passes through the similar electric connections ot the unit (Z. wire 156 is connected a connecting part 157 which, again, is connected to the wire 159 of the unit a. This wire 159 is again connected by a connecting part 159" wl'iich is connected to the wire 159 of the unit 5, and this wire 155) is connected to the respective windings oi the electric motor 118 of the unit 6, and another wire 166 is connected to the end of the wire 01 the last winding, so that the fields ol the generator will be properly energized and set up the magnetic flux which revolvcs the armature. To the wire 160 is connected the connecting part 159*, and this connecting part is also connected to the wire 159 ot the unit 0. This wire 159 is again connected to one end of the winding of the electro-magnet 86 of the unita, and to the other end of the winding is connected the wire 166 which is connected by the connecting part 159. This connecting part 159 again connected to the wire 15E) of the unit d, and this wire is connected similarly to the electric motor 118 ofthe unit (Z, as described in connection with wire 159 and the electric motor 118 of the unit Z). As there no other train unit in the rear oi the unit (Z there is a wire 161 connected to the wire 160 of the unit (Z. The wire 166 of the unit (Z is similarly arranged and connected to the electric motor 01 the unit d as is the wire 160 of the unit 7) in connection with the electric motor on this unit. The wire 161 could as well be provided with a switch,

and each unit can have a wire 161 similarly arranged as the wire 161 of the unit (Z, but on all units of the trainexcept the last one To the i this wire shall. not berconnected with the wire 162 which is made a continuous conductor throughout a whole train, that. is, from the last. unit to the unit, by means of the connecting parts162. which, similarly to the connectii parts 157, 159 159 159 connect in a well-known manner the respective electric wire of one train unit with the corresponding electric wire of the next train unit.v On the unit a the wire 162 is connected to the respective electric connection which "follows next in the circuit that is controlled automatically by the device contained in the box 135, which mechanism may be that which is partly shown in Fig. 1, or it may be of a completely different arrangement. The wire 163 is connected to the last of the electric connections of the automatic control device which is contained within said box 135, and the other end of this wire 163 is in connection with the re soective contact (or contacts) (not shown in Fig. 7 but in Fig. 16) 136 of the enrineers switch 50". To the opposite contact136' (see Fig. 10) is connected the wire 164- which is also connected to the contact .165 of the relay 127 (of Fig. 7). The armature 166 of this relay contacts with the contact 165, and contact 167 when in its upper position, that is, when the relay 1-2? is suiiiciently energized.

To the contact 167 is connected the wire 168, to which are connected the wires 169, 170 and 171, which are connected to the like designated wires of the unit 6 by means of connecting parts not specifically designated. The wire-1690f the unit 5 is in electrical connection with the generator 123 of this unit, and the circuit in which this generator is included is thereby completed. This circuit is traced as follows, reciting only the numerals of the electric connections thereof: 123 of unit 5.; 152 of unit 5', 153, 154, 155, 156. all of unit I), 157. 159, of unit a, 159, 159, 118' (of unit 6) 160 (of the same unit), 159, 159', 86, 160 (of the unit 0), 159, 159' (of the unit (Z), 118 of'the same unit, 161, conductor 162, 135, 163. 50, 164:, 165, 166, 1. 67. 168, 169 and. 123 of the unit 5.

The wire 170 which is also connected to the wire 168 is in electrical connection with the generator 123' of the unit 0, and another circuit is thereby completed which has the same electrical connections as those which have. been last designated chiefly by numerals except that part of the wire 152, then the wire 169 and the generator 123 of the unit/5 are not included in the electrical con nections 01'? this circuit, and that the electric connections 152, 153, 154, 155, 156, 157, of the unit 0 are included in this circuit. The wire 171 which is also connected to the wire 1.63 is in. electrical connection with the generator 1.23 of the unit (Z, and therefore a circuit is completed in which. the circuit connections cluded generator 123 of the unit b, except that this generator and the. wires 169 and part of the wire152 are not included, and thatthe conductors 1f 2, the contact 153,.armature 15%,contact 155, wire 156,.connecting part 157, all of the unit (Z, and the'lihedes ignated electric connections ofthe unit a are included in thecircuit in which said: gen.- erator 12301 the unit (Z is included. It is thus shown that the electric devices 118-and 86 of the electric brakes on the train can be operated by a potential of energy which, according to Fig. 7, is obtained from three generators which are operated by the reivolving axles of some of the train units. It is also apparent that still more train. units can bejoined to the train, and each 01' these units may be provided with a generator 123 that is operated similarly to those of: thelike designation of the units Z), 0, and (Z. l The rule always will be that the connection 161 must be made only with the wires 160, 162 of the last train unit, assuming that this unit is equipped with the electric brake; otherwise it must be with the last unit lltlVr ing an electric brake. i

It is obvious that 1.61 may be a switch which, on that last unit is'to be closed by some one in charge when the train is made up; that'is, made ready for service, while on all other train units the switch 161 is to be left open (see, for instance, the positionot the switch 161 On the units 6 and 0). concerns the generators 123 of the additional units, the circuit connections thereof must be so arranged as to include all the electric devices 118. 86, or 1, on the train in the circuit of the generator 123, and this circuit must be so arranged that itcan be controlled by the engineer by means of his switch or automatically through the automatic control. device 135. The connections therefore will be similar to those of the circuit of the generators 1.23 of the units 5, 0, and d; ex cept that the corresponding wires of one train unit mustbe connected by' a connecting part to the corresponding wires of the next train unit.

The storage battery 150 serves the same purpose as the storage battery 65 in Fig. 6, the only difference that may be noticeable is that the storage battery 150 must hold a greater amount oi electric energy than the storage battery 65, because more electric devices or the electric brakes must be operated therewith. The scheme for automatically chargin the storage battery 150 is similar to that cescribed in connection with Fig. 6, and therefore a brief description of the electric connections will suilice to explain the ar rangement which automatically changes the circuit in whichthe generators 123 are included to the circuit inwhich the storage battery is included. This automatic changing is performed by the relay 127 which s energized when the generator 123 of thenn it b is operated that'is, when the train 1s in motion and develops a certain speed, as, for

instance, at least five miles per hour. In this event the armature 166 is raised and contacts with'the contacts 165,v 167, whereby the circuits will be closed in which the generators of the several train units are included, provided that the eugineefs switch 50 and also the corresponding mechanisms of the automatic controldevice 135 is in a closed circuit position. When, however, thetrain halts, or is only moving very slowly, the armature 166 will be in the dropped position, and will contact with the contacts 17 2, 173, whereby the circuits of the generators 123 are interrupted, but the circuit is closed in which the storage battery 150 and the electric devces 118, 86 are included. This circuit has the following electric e0nncctions: storage battery 150, wire 17 1, contact 173, armature 166, contact 172, wire 175. wire 16 1, the engineers switch 56', wire 163, the respective electric connections inthe automatic control mechanism contained in the chest 135, wire. 162, the several connecting parts 162 which connect the wire 162 of one train unit with the wire 162 of the next train unit, switch 161 of the last train unit (in the case of Fig. 7, the unit (Z), wire 160, electric motor 118, wire 159, connecting part 159, wire 160, electro-lnagnet 86 (of unit a), wire 159' of this unite, connecting part 159", wire 160 of the unit Z), electric motor 11S, wire 159, connecting part 159, part of wire 159, wire 176, and storage battery 150.

For automatically charging the storage battery 150, the voltmeter 177 is provided, which'connects automatically the storage battery in a circuit with the generator 123 of the train unit 7) when an insufficient amount of energy is contained in said storage battery. The scheme is similar to that already described in connection with the S1111 ilar device of Fig. 6. It is apparent also that electric connections can be 'made in which all the generators 123 on the train are included in circuits which are to be closed by the device 177 (the voltmeter) tor charging the storage battery 150. According to Fig. 7 the circuit which will be closed by thedevice 177 when an insufficient amount of energy is contained in the storage battery 150, which, however, does not mean that this amount of energy is not sutlicient for operat ing the electric devices 118, 86 of the train, is as follows: generator 123.01" the unit 0, wire 152, contact 153, armature 154, contact 1.15, wire 156, connecting part 157, wire 159, wire 176, storage battery 150, part of wire 174:, wire 178, band 179 on the voltmeter 177, contact field 180, wire 181, part of wire 168 with connecting part, wire 169, and generator 123 of the unit 2). it is understood that all the generators 123 generators. The voltmeter 177 receives its electric impulse from the storage larttery 150.

While 1 have described a system in connection with Fig. '7, wherein the electric brakes on the train are operated by a current whose potential is compounded by the several generators 123, I show in Fig. 8 such electric connections whereby thepotential oi the current 01 one generator serves tor the operation of one electric brake only, and the arrangcnientis made so that the circuit thus created includes the generator 123 and the electric device of the brake of the same unit and the respective contact parts in the are gmeefisswitch, and also those ol. the automatic control device 135. Electric connccon the train are D. (J,

tions, however, are provided for making cirwire 1S6, automatic control device 135, wire 189, switch 50 (which is preferably ot the construction shown 111 Fig. 10), wire 190, connecting part 191, wire 1212, contact 155 of the relay127', armature 1541 of this relay,

contact 153, wire 19:3, and generator 12 of the unit 7'. In a similar manner are con trolled the electric devices so, 116 oi? the electric brakes on the units 9 and /t, where by the conductor 16601 the unit 7' may serve as a conductor :tor the circuit of the generm tor 123 of the unit 7 when the connecting part 186 is connecting the conductors 186 01 the unit 7' with the conductor 186 01. the unit 9. The following electric conimctions thus complete said circuit: connecting part 187, wire 188, automatic control device 135, wire 169,,the engineefis switch 50", wire 19 1, connecting part 195, wire 196, connecting; part 197, wire 196, contact 155 of the relay of unit g, the armature 15d of this relay, the contact 153 of this relay, wire 193 of the unit 9, generator 123, or this unit, wire 18.1. of the same unit g, elcctro-magnet 66, and wire 185 of the unit g.

Similar to the arrai-igcinent ol" the circuits in which the generators 12-3 of the units and g are included, also the circuit arrangement oi. the unit it, except that a conductor 199 and two more connecting parts (166 and 260) are needed as compared with the circuit connections which include the generator 123 of the unit g.

hen the train halts or is travelling so slowly that suliicient current is not produced narrower by any of the generators. 123 toc-energizeits individual relay 127?, whereby the. current has also to. flow through. a resistance, the armature 154, drops and interrupts the circuit in. which the respective generator is included but makes a. connection in -coircuit in which the storage battery 15.0is included. The arrangement of thisalast mentioned circuit: is so made, however, that there will. not be a shortrcircuit, nor a stronger energization of the nearest? electric device of the electric brake, but allsuch electric devices as 118 and will be energized equally -that is, by the same current potential, and consequently all brakes onthe train will therefore be operated in the same degree and will simultaneously exert the same pressure'on the treads of the wheels, corresponding to the larger or smaller amount of elec tric current that is energizing the electric devices of the brakes, which amount of current is controlled by the engineefls switch, or autoniat'icallyby the automatic controldevice. Compared with other braking systems the chief advantages are its great simplicity and the rapidity with which the brakes respond to the degree of energization of the electric. devices 118, 86, 01' 1.

Referring to thecircuit in which the storage battery of. F ig; 8 is included, the electric connections thereof are as follows: storage battery 150, wire 20-1, switch 50, wire 189, automatic control device 135, wire 188, connecting part 187, wire 186, of the unit 7', wire 185, electric motor 118, part of wire=184, wire 202, contact 203, rinature 15%, contact 20 1', wire (the wire 205is arranged on all train units whether thereis or is not an electric-brake on that unit, and a connecting part like 205" connects the wire 205 of one unit with the wire 205 of thenext train unit), at the end of the train a switch 205" connects the wire 2.0505 the last unit (which in Fig. 8 is theunit 72;) with the conductor 200, which, like the conductor205 is alsoprovided on every train unit, and the conductor 206 of one train unit. is electrically connected to the conductor 206 oi the next train unit by means of a connecting part 206; he conductor 200 of the first train unit is connected to the storagcbattery 1 50, whereby the circuit is completed in which the electric actuating device 118 of the train unit 7 is included. The circuit which includes the electric device ofthe train unit 9 (the electro-inagnet 86) is traced as follows: storage battery 150, wire 201, switch 50 wire 189, automatic control device 1 35, wire 188-, connecting part 187', wire 186, of unit 7", connecting part 186, wire of unit 9, wire 1'85 otthis train unit, electroanagnet 80, part of wire 18 1, wire 202, contact 203. armature 1554p" and contact 20% ot the relay 127 on unit 9, wire 205, connecting part 205, wire 205 of the unit it, switch 205", conductors 206 including the connecting; parts. 206 thereof. and. storage battery 15.0;v

Thethirl (311'011113: wl'ch the. storage battery 150 and the electric. actuating device of the unit It (the electric motor; 1.18.), are

included has. electric connections similar: to

tive connecting parts 186, 18$,1'and 187 are added to. the conductors of one of: the

sides. of: the storage battery, but. on; the. other hand some; of the. conductors 205 and: connecting parts 205 are not usedon the other side oi the storage 1 battery. It. is; thus shown. that there cannot be ashort-cirouit Also, in Fig. 8- the. same; scheme is employed for charging the storage battery" 150 as is employed in. the disclosureaot' Fig. 7.

Referring to: Fig: 9? it shown that the electric devices-such as the electricinotor 111 8 or the electro-lnagnetzofior 1 are not in elec tricalconnection with a. generator such as is shown in Figs. 6,7 andi8;.b.ut tl1ese elec='*ical devices 118 86 on" 1. are operated exclusively by the current of one of the storage batteries shown on thefirst. unit/i. 1

On the: train shown in Fig; 9, which consists of three units, 7c and Z, only one generator (123); is; shown, nainely' on the-unit This; generator is in electrical connection with: one of thest'orage batteries 210, 211,01- 2127 when their respective voltnictcrs, either 213,. 21%,. 011215 connect" the' circuit with this generator. 123:; Assuming the storage eattery 210 to be deficientin. a certain amount of'en'ergy, thevoltineter 213 which is-ol' the same construction as the voltmeter 1420f those shown on the unit 79 except that: the w1resL186 ot the unitsg. and. fand the respeclil 0 Fig. 6,. or the voltmeter-177 ot'Figsz 7 and 8,

the following connections: generator 123' of the train unit Z, wire 2'19, connecting part 21 9", wire 219- 01. the train unit k, connecting part 219, wire 220, contact field 146* voltmeter hand 221, contact. field 216, wire 222", storage battery 210; wire 223, coirnecting part 22%, wire 225, of the train unit 70, connecting part 22-i ,lwire 225 of the train unit I, and generator 123 on that train unit. If the storage battery 210 is sufficient- 1y charged the hand 221 which is not con nected by a wire like the hand 145 iii the voltmeter shown in Fig. (3 or oi the voltmeter 177 or Figs. 7 and 8, again takes the position in which it contacts with the contact fields 217, and 218; the contact field 218 is in electrical connection with the wire 220 by means of the wire226. To the contactiield 217 is connected the wire 227, which is also connected to the contact field of the voltmeter 215, and another wire228 is connected to the wire227 and to the contact held of thevoltmeter 214. If there is a deficiency oi electricxenergy in the storage battery 211, thenthe hand on the voltmeter 214, which, like the voitmeter215 is constructed similarly to the voltmeter 1 12 shown in Fig. (3 and has also similar contact arrangements on the face, will contact with the contact field, and thereby will also make an electric connection with the storage battery 211, since the hand of the voltmeter 214 is al 'ays in electrical connection with this storage battery by means of the wire 229. In a similar way will be connected in the circuit the storage bah tery 212 by means of the hand of the voltmeter 215, when same contacts with the contact field on the face of this voltmeter.

To the storage batteries 211 and212are connected the wires 230, 231 respectively, and these wires are connected to the wire 223, which, as previously shown "forms an electrical connection in the circuit of the generator 125 Itis thus shown that when the hand 221 of the it voltmeter 21;) contacts with the contact fields 217, 218, and the hand of the voltmeter 214 contacts with the c011- tact field of this voltmeter a circuit is closed in which the generator and the storage battery 211 are included. If, at the same time also the hand of the volt-meter 215 contacts with the contact field of this voltmeter, then the storage battery 212 will be also in a circuit with the generator 123C. It is thus shown that there is a continuous charging of the storagebatteries 210, 211 and 212. The arrangement of more than one contact field on the face of the voltmeter 213 is made purposely to allow a full charging of the storagehatteries 211 and 212 only after the sto'age battery 210 ischarged to its full capacity. In the meantime the hands of the voltmeter 214, 215 may go further on the contact-field than the hand 221 of the voltmeter would do on the contact field 1&6: it is thus evident that the storage battery 210 will always be charged with a suiiicient amount of energy, while the amount may vary in the storage batteries 211, 212; Herewith I show only one example of the scheme for charging the storage batteries when only one generator is used on the train. If, how ever, more generators areemployed, the electric connections may be made so that each storage battery is brought into electric connection with one generator or even 1I101'0' i through the respective hands andcontact lields of the voltmetcrs usedin connection therewith. 1

According to Fig. 9 the electric devices 118,86 or '1 of the electric brake are not operated, thatis energized, by the current oi? any generator such as shown in Figs. 6, 7 and 8, but are operated exclusively by the current of the storage batteries 210, 211,212.

The electric energy. of thcscthrce sto'age batteries may he switched in in unison to operate the electric devices 11S, 86, or 1, or one storage battery may be automatically switched in by means of a relay when there is, an insrdiicient amount of energy in the other battery. This latter scheme is not illustrated, but only the method for using Slll'lllltilIlOOilSlIy the energy otthe three storage batteries 210, 211 and 212. Instead of con'ipounding these storage batteries I contions of the automatic control mechanism which is situated in the box 135, the wire 234: of the train unit 2', the connecting part 235, the wire 234. of the train unit It, the electric motor 118, the wire 22:10, the connecting part 237, the wire 23]: oi the train unit Z, the electro-magnet 86 or 1 on this train unit, the wire 2% of the train unit Z, the switch 238, the wire 239 of the train unit Z, the connecting part 2&0, the wire 235) of the train unit is, the connecting part 2&1, the wire 242, wire 222 and storage battery 210;

to the wire 242 are also connected the wires 12 a which, again, are in electric connection with their respective storage batteries 211, 212, and therewith complete also the circuit for these two storage batteries.

The cngineefs switch as shown in Fig. 10 consistsin its main parts 01 the commutator 232 in which electric contact parts are arranged in groups. In each group the contact parts are so arranged that one of them serves for fully conducting the electric current while the others are provided with resistances which are the stronger the further the respective contact part in the group is situated from the contact part which serves for fully conducting the current: there is also an insulation in the group.

similar to the wire 163 in Fig. 7,01 .433 in- Fi z 8.. When however a contact art with resistance is contacting with the contact 136,

the current that passes through the contact 136 and the wire 1' will be weakeraccording to the degree of resistance that is inter-. posed; and when the contact 136 is, contacting with an insulation, the flow of the: cur, rent will be interrupted. The other groups of contact parts are arranged in like manner and each group is separated by an insula-.

tion. The. contact136 may be in electrical connection with the generatorv ot a train unit other than that with which the contact 136 (see, for instance, Fig. 8) and the next lower contact 156 may be in electrical connection with the generator of still another train unit, and so forth. Or, it may be a storage battery to which the contact 136', 136*, or 136 etc. is in electrical connection, as is exemplified in Fig. 8. 1

Any approved form of switch adapted for, operating the electric devices 118, 86, 86, 86 or 1 with ditterent degrees of energy may be adopted. i i i In F ig. 11 a modification of the switch is shown. While the contacts 136 of the switch of Fig. 10 are connected to one conductor (r), the contacts 136 on the right side of the connnutator are connected to individual wires each of which is in connection withits respective electric device 118 or 86 orl, etc, assuming that, there is no automatic control device tor controlling the circuits; or, if such is to be employed, it must then have a somewhat different construction than that shown in Fig. 1. Other wise, the construction of the switch of Fig. 11 resembles that of Fig. 10.

Having herewith made a full description of the electric brake as illustrated by the drawings, I wish to make it understood that there are still other arrangements possible,

especially of the circuits on a train with several units, and therefore the appended claims are made so as to cover also such arrangements when they are within the spirit and scope of this invention.

I claiinz.

1. In an electrically operated brake for a vehicle, an electro-niagneticdevice arranged on said vehicle, an electro-niagnetically'responsive part connected with said eleotromagnetic device. and operable thereby, brake-shoes adapted to be pressedpagainst the rims of the wheels of said vehicle, a strong spring for exerting this pressure powerfully, a lever movably connected by its one end to a rigid part of vthe'vehicle and its other end operatively connected with said clectro-u1agnetica'llyv responsive part to push the brake-shoes in opposition to the pressure of the strong spring when said BlBOtIOr nagnetically responsive part is operated by the energized electro-inagnetic. device, a source of electric energy, a circuit in which said source and the electroanagnetic device are included, a switch for controlling this circuit and adaptedfor connecting the full current and tor cutting in resistances and for shutting oil the current, aineans for holding the brake-shoes; a second spring,

this second. spring being weakerthan the first naincd spring and arranged to maintain the brake-shoes against the wheel-rims when the pressureoi said strongwspring is overcome by the counter-pressure exerted by, said lever when said electro-inagnetically responsive part is operated, according to the degree of energization of the electromagnetic device. v i

2. In an electrically-operated brake-for a train, an electromagnetic device, an armature connected with same, brake-shoes adapted to be pressed against the treads of the wheels of said train, a strong spring for exerting this pressure powerfully, a lever pivoted by its one end to a rigid part and by its otherends 'operatively connected with said armature and adapted to push the bralre-shoes-in opposition to thepressureof the strong spring when said armature is attracted by the energized electromagnetic device, a source ot electric energy, a circuit in which saidsource and the electro-inag netic device are included, a switch for controlling this circuit and adapted for switchrng in the full current and for connecting resistances into the circuit and also for shutting oil the current, anieans for holding the brake-sh oes, a second sprlng, thls second spring being weaker than the first named strong spring and arranged to maintain the brake-shoes against the treads of the train wheels when the counter pressureexerted by said lever against thepressure of said strong spring is such that the strong spring cannot press the brake-shoes against the wheeltreads, the second spring being arranged to expand and cease to press the brakeshoes against the wheel-treads when said lever is operated by the armature when itis fully attracted by the strongly energized electromagnetic device and said second spring pressing the brakeshoes to the wheel-treads when said arinatureis not fully attracted by said electro-inagnetic device and said sec-" ond spring 'pressingthe b eke-shoes stronger against the wheel-treads when sa ld arma ture is less powerfully attracted by the less energized electro-niagnetic device.

3. In an electricallyoperated brake for a train, an electro-inagnetic device, brake-shoes adapted to be pressed against the treads of the Wheels ofsaidtrain, a strong spring for exerting this pressurestrongly,a means operated by said electro-inagnetlc device and adapted'to push the brake-shoes in opnecting the full current and for cutting in resistances and for shutting oil the current, a means in connection with each brake shoe for holding the brake-shoe, a second spring beingzso arranged on this means as to press againstthe brake-shoe, this second spring being weaker than the first named strong spring and arranged to press the brake-shoe against the tread of the train-wheel when the counter pressure exerted by the first mentioned means against the pressure of said strong spring is such that the strong.

spring cannot press the brake-shoe against the wheel-tread, the second spring being arranged to expand and cease to press the brake-shoe against a the wheel-tread when said first mentioned means is operated by the fully energizedelectro-magnetic device and said secondspring pressing the brakeshoe to the wheel-tread when said electromagnetic device is not fully energized, and pressing the b 'ake-shoe stronger. against the wheelvtread when the electro-n agnetic device is still less energized.

4. In an electrically; operated brake for avehicle, an electric actuatin device thereon, a lever pivotedito a rigi part of the vehicle and adapted to be operated by said electric actuatingwdevice, brake shoes and additional operatingand holding parts in connection therewith, astrong spring tendmg to strongly press therewith the brake shoes against the wheeltreads, said lever havingadditional parts being so formed as .to pull by means of said additional operating and holdingparts said brake shoes away ttronithe wheel treads when the electric actuating device operates said lever and additional bars and rods and fulcrulned levers and brake bearnswith brake shoes thereon pope'ated by said first mentioned additionaloperating and holding parts and pressing the brake shoes to the wheel treads ofsiridvehicle when said lever is not operated bythe electric actuatingdevice or only ifrom the wheel treads when said lever is fully partially operated thereby, and said addi-' tional operating and holding parts operatmg said addltional bars and fulcrum-ed levers to thereby retract'the brake shoes operated by the electric actuating device.

5. In an electrically-operated brake for avehicleyan electric actuating device thereon, a lever pivoted toa rlgid part 01 the veh1cle,a part connected to said lever and being-so constructed as to permit the lever to a be shifted longitudinally and to move later ally when said vehlcle passes a curve, brakeshoesarranged 1n guides and springs are ranged in said guides and pressing against the brake-shoes, said guides being arranged on a shaft and means for; operatlng said shaft bymeans of said pivoted lever, strong springs arranged to press said shaft to thereby press the brake-shoes powerfully against the wheel-treads when no counterpressure is exerted bysaidlevcr, said part connected to said lever arranged to be operated by the electric actuating device and ope 'ating also the lever Whensaid electric device is energized and being operated in nectedpart thereto is fully operatedby the electric actuating device, additional rods and brake-shoes being in connection with said shaftand these brake-shoes arranged as to be pressed in the same degree against the wheel-treads which theyfface as thosebrakeshoes which are arranged in the guides and arrangedas to be also retracted simultaneously with them.

(3. In an electric brake, an electric actuating device and mechanisms adapted for operating the brakes on a vehicle that travels on rails, a source of electric power and an electric conductor along said rails, a means for picking up the current from said electric conductor, electric connections for energizing said electric actuating device with the electric current picked np from said electric conductor and a switch for controlling said currentiand adapted to cause the full energization of said electric actuating device andthe non-energization thereof and a number of diiierent grades of energization ranging between the full encrgization andthe non-energization, aireserve source of electric power and means for automatically connecting this source of electric power with a circuit for energizin said electric actuating device in case of iailure of the electric current of said electricconductor, means for voluntarily completmg and disconnecting said last mentionedcircuit:

Respectfully submitted. v

; a i HEINRICH KARLQ 

